DE102006040389A1 - Impact sensor sensor mounting arrangement for a motorcycle - Google Patents

Abstract

In order to easily dispose impact detecting sensors (11, 12) and cope with an oblique collision or the like, a front wheel (2) is disposed between left and right forks (1) and supported by an axle (3). Main sensors (11) are symmetrically mounted on the left and right forks (1) at locations near and above the axis (3). Thus, the main sensors (11) determine impact impacts resulting from frontal and oblique collisions. In addition, assistive auxiliary sensors (12) are symmetrically attached to the left and right forks (1) at locations above the main sensors (11). This makes it easy to arrange the impact detecting sensors (11, 12) at sensitive locations while eliminating a steering component.

Description

technical area

The The present invention relates to a crash detection sensor mounting arrangement for a Motorcycle.

Background Art

It For example, a motorcycle is known which has an impact detection sensor contains which determines an impact when an airbag hits a certain point Impact is widened or expanded, and in the axis the front wheel is disposed at a position near a steering axis is (Patent Document 1 - published Japanese Patent No. Hei 11-278342).

epiphany the invention

By the Invention to be solved problem

at In the conventional example, the impact detection sensor is in FIG the axle cylinder and arranged in the middle of the vehicle body (this means, that it is located near the steering axis). Therefore, the sensor can Sensitively detect the impact of a frontal collision results and which is transmitted from the front wheel by means of the axle, while a steering component is eliminated. With regard to an oblique collision, where an impact can be applied directly to a front fork, this means first without the inclusion of the axis, on the other hand, it is likely that the impact detection sensor is lowered in sensitivity is, in addition due to the displacement of the front wheel due to its rotation. This can lead to a thought, the impact detection sensor at a different from the axis Place to accommodate. In this case, however, the impact detection sensor is to accommodate in a place where the front collision or the oblique collision can be determined sensitively. If the sensor is from the steering axle Moreover, the steering component should be taken into account effectively eliminate.

Under consideration a support at a failure could it may be conceivable that impact detection sensors arranged such are that a main sensor and a sub or auxiliary sensor combined are. In this case, there is a demand to do so, a larger number easy to arrange on sensors and preferred.

Accordingly, there is It is an object of the present invention to provide impact detection sensors such to order that such requirements are met or achieved.

Means to solution of the problem

Around the ones mentioned above Solving problems relates the invention according to the claim 1 to a crash detection sensor for a motorcycle, wherein the relevant Impact detection sensor characterized in that a impact detection sensor mounting arrangement for a Motorcycle is provided, which is a front wheel between a pair of left and right front forks by means of an axle, and that the impact detection sensors on each of the left and right front Forks are arranged.

The Invention according to the claim 2 is characterized in that in claim 1, the impact detection sensors Main sensors, mainly detect a collision, and include auxiliary sensors that are the main sensors support, that the main sensors concerned on the left and right front Forks are arranged at their respective front end sides and that the respective auxiliary sensors on the left and right front Forks are each arranged at positions above the main sensors are.

The Invention according to the claim 3 is characterized in that in claim 1, the impact detection sensors Main sensors, which are mainly detect a collision, and include an auxiliary sensor that the Main sensors supported, that the respective main sensors on the left and right front Forks are arranged on the respective front end side and that the auxiliary sensor is arranged on a transverse part or member, which the left and right front forks at one point above the front wheel connects.

The Invention according to the claim 4 is characterized in that in claim 3, the auxiliary sensor is positioned in the middle of the vehicle body.

The Invention according to the claim 5 is characterized in that claim 1, the impact detection sensors, which are attached to the left and right front forks, symmetrical are arranged with respect to the center of the vehicle body.

The Invention according to the claim 6 is characterized in that in any one of claims 1 to 5 the impact detection sensors above the axis of the front wheel are arranged.

Effects or effects the invention

According to the invention according to claim 1 can with respect that the respective impact detection sensors on the left and right front forks are arranged, not just the front collision, an impact from the front wheel to the front forks by means of the axis transmits, but also the weird one Collision, which first transmits an impact on the front forks, sensitively detected become. Since the respective impact detection sensors to the left Moreover, right and left front forks can be used to provide steering components effectively be eliminated.

According to the invention according to claim 2 is with respect insist that the impact detection sensors are main sensors and auxiliary sensors detected by the main sensors mainly an impact, and support the auxiliary sensors the main sensors. About that can out the left and right main sensors, considering that they are on the front end sides of the front forks are arranged, a Detect collision sensitively. The main sensors are at the bottom areas or parts of the left and right front forks arranged, and the auxiliary sensors are at the upper parts or areas of the left and right front forks arranged. Therefore, the auxiliary sensors arranged on the left and right side, eliminating the steering component as with the main sensors can be effectively eliminated.

According to the invention according to claim 3 can with respect in that the auxiliary sensor is arranged on a transverse part or member which is the left and right front forks at one point above connects the front wheel, the relevant auxiliary sensor, a single sensor which reduces the number of sensors to be used can be and whereby the arrangement or attachment for the sensor can be relieved.

According to the invention According to claim 4, the auxiliary sensor, considering that it is in the center of the vehicle body is arranged, in a position close the steering axle are brought, thereby reducing the effect of the steering even can then be reduced if the auxiliary sensor is used independently becomes.

According to the invention According to claim 5, the steering component can be appropriate be eliminated because the respective impact detection sensors are arranged on the left and right front forks in such a way that they are symmetrical with respect to the center of the vehicle body are provided.

According to the invention according to claim 6, a collision can be detected sensitively because the impact detection sensors are above the axis of the front wheel are arranged.

Short description the drawings

1 shows a side view of the motorcycle according to the present invention.

2 shows an enlarged side view of a front wheel part of a first embodiment.

3 shows a modified example regarding the attachment of impact detection sensors.

4 illustrates in a schematic diagram the front wheel part when viewed from the front of a vehicle body.

5 FIG. 12 is a schematic diagram relating to a second embodiment similar to FIG 4 is.

6 shows a side view of a lower sleeve according to a third embodiment.

7 shows a sectional view taken along the line 7-7 of 6 ,

8th shows a front view of the lower sleeve. 9 shows a plan view of the lower sleeve.

10 FIG. 14 is a flowchart showing how an operation control unit judges the presence of a collision.

Best embodiment for execution the invention

A first embodiment will be described below with reference to the drawings. 1 shows a side view of a motorcycle according to the present invention scooter type. Left and right front forks 1 are of the known telescope type and provided so that they extend obliquely upward, that is inclined in the reverse direction. A front wheel 2 is between the lower ends of the front forks 1 by means of an axis 3 carried. The upper part or area of the axis 3 gets from a head pipe 4 rotatably held, and the front wheel 2 is by means of a handlebar 5 directed. The reference symbol ST denotes a steering axle.

One at the front end with the head pipe 4 provided body frame 6 is by a construction panel 7 dressed. An airbag module 9 for storing an airbag 8th in a folded state is at a front upper portion or part 7a the body panel 7 near the handlebar 5 attached. An expansion or expansion of the airbag 8th is by an operation control device 10 controlled on the airbag module 9 is appropriate.

The operation control device 10 decides on the basis of impact signals by means of the front forks 1 attached main sensors 11 and auxiliary sensors 12 to be determined about whether the airbag 8th to expand or expand is or is not. If the presence of a collision is judged based on the impact signals, the airbag becomes 8th rapidly expanded by a high-pressure gas in such a manner as indicated by a dashed-dotted line.

In the drawing figure is denoted by the reference numeral 13 a caliper called, with 14 is an engine unit, with 15 is called a back arm, with 16 is called a rear wheel and with 17 is a seat called. The seat shown in the drawing figure 17 is a double seat on which a driver 18 one occupying the front seat and the widened airbag 8th represents protected target.

2 illustrates in an enlarged side view part of the front wheel 2 , The front fork or the front fork 1 is of an inside-outside double-cylinder type comprising a bottom sleeve 20 and an inner tube 21 , The lower end of the lower bush 20 serves as a supporting part 22 for the axis 3 , The main sensor 11 is at the lower rifle 20 at a point above and near the supporting part 22 mounted so as to project therefrom to the rear or in the reverse direction. The place where the main sensor 11 is mounted so that a collision with high sensitivity can be detected.

The caliper 13 is on the back of the main sensor 11 arranged so that it is with the brake disc 24 is in slidable contact. The caliper 13 is from a saddle carrier 25 held by the axle 3 protrudes to the rear or in the reverse direction. This is the main sensor 11 before scattered stones or the like through the caliper 13 and the saddle carrier 25 protected.

The auxiliary sensor 12 is at an area of the lower rifle 20 also on the back and above the saddle carrier 25 appropriate. The upper end of the auxiliary sensor 12 is on the inside of a border 26 of the front wheel 2 positioned. This position is set so that the sensitivity with respect to the impact detection is equal to that of the main sensor 11 is. Moreover, the auxiliary sensor 12 like the main sensor 11 through the caliper 23 and the saddle carrier 25 Protected against scattered stones or the like. In the relevant drawing figure is denoted by the reference numeral 27 denotes a lower bridge, and with 28 ( 1 ) is an upper bridge.

The main sensor 11 and the auxiliary sensor 12 are on their sides each with flanges 30 and 31 provided by means of bolts 33 at protrusions 32 are releasably attached, which with the lower sleeve 20 connected together. With the Be zugszeichen 34 Signal lines are designated, whose one ends by a coupling or plug connection 35 with an upper part of the auxiliary sensor 12 are connected. This applies to the side of the main sensor 11 , The signal lines 34 are by means of a clip 36 at the lower rifle 20 recorded.

It should also be noted that the following structure, as used in 3 illustrated, may be applicable. A main sensor 11 and an auxiliary sensor 12 are in a common box 37 housed at the lower and upper sides. A flange 38 is provided on a side part, which is located near an opening of the sleeve 37 and he is at the lead 32 the lower rifle 20 by means of a bolt 33 releasably attached (see 2 ). With this structure, the number of attachment sites and the number of man-hours can be reduced. Alternatively, a main sensor 11 and an auxiliary sensor 12 be housed in respective separate boxes or housings for attachment.

4 Illustrates a schematic diagram of the front wheel 2 and its periphery when viewed along the rearward-forward direction of the vehicle body. In this drawing figure, the body center line C coincides with the steering axis ST and passes through a lateral intermediate point of the axle 3 that is through a center of the vehicle body. The main sensors 11 are on the left and right front or front forks 1 . 1 each at locations near and above the axis 3 in such a manner as to be symmetrical with respect to the body center line C (the steering axis ST).

The auxiliary sensors 12 are on the associated front forks 1.1 at appropriate locations above the main sensors 11 and slightly lower than the top of the front wheel 2 mounted in such a way that they are also symmetrical with respect to the steering axis ST.

The main sensor 11 and the auxiliary sensor 12 are each formed by a known acceleration detection type impact detection sensor. Of these sensors, the main sensors 11 near the axis 3 arranged to mainly collisions in different directions at the time of a collision, such as a front collision or the like to determine and the relevant shocks to the operation control device 10 to give or to report. A task of the auxiliary sensor 12 It consists of the main sensor 11 to assist in case of failure or the like. The auxiliary sensor 12 transmits a detection signal resulting from a collision to the operation control device 10 ,

The operation control device 10 determined on the basis of the detection signals of the left and right main and auxiliary sensors 11 . 12 Whether the impact is a collision or not.

10 illustrates in a flowchart how the operation control device 10 a collision rated. Even though 10 illustrates a collision evaluation process of the first embodiment, in the case that a single auxiliary sensor 12 Incidentally, as in a second and third embodiment, which will be described later, this collision judgment process is applied to the main sensor 11 , and a later-described averaging process to which the auxiliary sensor 12 is omitted is omitted.

With reference to 10 It should be noted that detection signals from the left and right main sensors 11 (hereinafter referred to as G-sensor / L and G-sensor / R) of the operation control means 10 are fed, in which first the left and right detection values are averaged (S1). The purpose of this averaging is to eliminate a steering component, that is, to cancel an impact G caused when the steering shaft or the like abuts against a handlebar stop when steered.

Subsequently, the impact G (the acceleration on the collision, the same applies hereinafter) is calculated on the basis of the averaged value (S2). Then this calculation result by means of a comparator 10a compared with a predetermined or preset threshold. If the calculation of the impact G is greater than the threshold value, a plus (+) comparison signal is applied to an AND gate 10c issued. If this is not the case, a minus (-) comparison signal is sent to the AND gate 10c issued.

On the other hand, the detection signals of the left and right auxiliary sensors 12 (hereinafter referred to as G-sensor / L and G sensor / R) also to the operation control device 10 in which the left and right detection signals are similarly averaged (S3). Then, the impact G is calculated on the basis of the averaged value (S4). Then this calculation result is determined by means of a comparator 10b compared with a predetermined or preset threshold. The comparison result is processed in the same way. If the calculated impact (G) is greater than a threshold, a plus (+) compare signal is sent to the AND gate 10c issued. If the calculated impact is not greater than the mentioned threshold, a minus (-) comparison signal is sent to the AND gate 10c issued.

The respective comparison values of the main sensors 11 and the auxiliary sensors 12 be by means of the AND member 10c rated. Only in the case that both comparison values are plus (+) values, a collision is detected, and a collision signal is sent to a central processing unit CPU 10d issued. At this point, the CPU gives 10d an operation command for expanding the airbag 8th from. If, however, at least one of the comparative values is not a plus (+) value, the collision or the presence of a collision is not determined so that the collision signal is not emitted.

Incidentally, the detection signals of the left and right main sensors 11 differ significantly from each other. While detecting signals from the auxiliary sensors 12 can be supplied on the input side, detection signals from the main sensors 11 can not be supplied on the input side, or the detection signals from the main sensors can be very small. In such particular situations, an unrepresented error evaluation process that takes place from the process according to the flowchart of FIG 10 is different, a decision or provision in that the main sensors 11 are in trouble or disturbed. Moreover, a collision or the presence of a collision on the basis of the detection signals of the auxiliary sensors 12 without the use of the detection signals from the main sensors 11 certainly. This means that the auxiliary sensors 12 as support for the main sensors 11 Act.

Next, the operation of the present invention will be described. When an impact resulting from a frontal collision or the like from the front wheel 2 through the axis 3 on the front forks 1 transmitted, the main sensors detect 11 the impact and transmit detection signals to the operation control device 10 out. The main sensors 11 are attached to positions that are near the front forks 1 and above the axis 3 are the most sensitive to the collision. Therefore, they can determine the front collision most sensitive.

Even if the front forks 1 initially receive an impact resulting from an oblique collision, the main sensors 11 Detect the impact as it hits the front forks 1 are arranged. Because the main sensors 11 on the left and right front forks 1 are arranged so as to be symmetrical with respect to the steering axis ST, moreover, they can eliminate a steering component even from the oblique collision and thereby achieve sensitive detection.

Thus, not only can the front collision be an impact from the front wheel 2 on the front forks 1 through the axis 3 transmits, but also the oblique collision can be sensitively detected or detected, the impact first on the front forks 1 transfers. Because the main sensors 11 and the auxiliary sensors 12 , which are impact detectors, on the associated left and right front forks 1 In addition, the respective steering components of the main and auxiliary sensors can be arranged symmetrically 11 and 12 effectively eliminated.

5 shows a diagram relating to a second embodiment and in a similar manner as 4 , It should be noted that common reference numerals are assigned to parts common to those of the first embodiment, and duplicate explanation is omitted as much as possible. In this embodiment, only one auxiliary sensor 12 on the lateral intermediate part of a cross member or part 40 attached to the left and right front forks 1.1 bridged. The auxiliary sensor 12 is disposed on the vehicle body centerline C (the steering axis ST).

The crosspiece 40 is located at a location slightly above and near the top of the front wheel 2 lies. In addition, the cross member or member 40 with the left and right front forks 1 connected in such a way that it serves as reinforcement for the front forks 1 serves. The lower bridge 27 ( 2 ) can the cross member 40 replace.

This is the auxiliary sensor 12 on the vehicle body center line C at the lateral intermediate part of the cross member or part 40 arranged, that is, that it is arranged in the vicinity of the steering axis ST. Therefore, the effect of steering on the auxiliary sensor 12 be minimized. In addition, since the number of auxiliary sensors to be used can be reduced to only one, it is possible to reduce the number of auxiliary sensors and costs.

Otherwise, it is possible to use the auxiliary sensor 12 not to be arranged on the vehicle body center line C. If it is not necessary to consider the effect of the steering, in this case, only an auxiliary sensor 12 be used. However, if it is intended to eliminate a steering component, two auxiliary sensors should be provided symmetrically. In any case, one or two auxiliary sensors can be attached to the cross member 40 be arranged freely, that the full transverse width of the respective cross member or member is used. Therefore, a degree of freedom in arrangement can be increased.

6 to 9 relate to a third embodiment in which only one auxiliary sensor 12 is to be used and similar to the second embodiment according to 5 is. 6 shows a side view of a lower sleeve 20 a front fork 1 , A support plate 50 which is elongated in the upward and downward directions is at the front of the lower sleeve 20 arranged. The support plate 50 is at its lower part with a flange 51 provided, which is related to the respective support plate. A main sensor 11 is on the flange 51 by means of bolts 52 mounted so as to be from the front side through the flange 51 is covered.

The support plate 50 is laterally in its upper area with a neck 53 by means of a bolt 54 connected. The approach 53 is integrally formed to from the upper front surface of the lower sleeve 20 desist. In addition, the support plate 50 at its lower portion with the lower end portion of the lower sleeve 20 by means of a fixing band 55 set, which is about the bottom sleeve 20 is lying around. With the reference number 20a is an axis holder referred to by the lower sleeve 20 in the reverse direction protrudes to the axis 3 hold.

As in 7 illustrates the fixation band 55 from a pair of semicircular links facing each other. The semicircular members have arcuate portions 56 on, around the lower end portion and end portion of the lower sleeve 20 are laid around, and each arcuate part has front and rear end parts 57 on, which protrude radially outward. From the front and rear end parts 57 hold the front end parts 57 the lower part of the support plate 50 between them by joint fastening by means of a bolt 58 and a mother 59 firmly. In addition, the rear end parts 57 by means of a bolt 58 and a mother 59 directly attached. If not a suitable approach 53 is present at the upper part of the lower bush can the support plate 50 then also at its upper part by means of a fixing band 55 be set.

In this case, the flange is 51 bent laterally at a nearly right angle. The main sensor 11 is through the flange 51 from the front, the support plate 50 from the inside and the bottom sleeve 20 covered by the back. This allows the main sensor 11 Protected against scattered stones or the like more reliable. Even if the main sensor 11 not on a part on the back of the lower rifle 20 can be attached because the axle holder 20a is provided on the part, then a support member for the main sensor 11 easily on the front of the lower sleeve 20 be provided.

8th shows a front view of left and right lower rifles 20 , and 9 shows a plan view of the respective lower cans. In the relevant drawing figures are semicircular bracket 60 laterally at the left and right ends of a cross member or member 40 by means of bolts 61 attached to carrier holes 62 ( 9 ) to build. The lower rifles 20 are in the respective carrier holes 62 used, and the cross member or member 40 is with the outer peripheral parts of upper and enlarged diameter parts of the lower bushes 20 connected.

The auxiliary sensor 12 is at the front end page center 63 the transverse part or member 40 from the front by means of bolts 64 detachably mounted so that it is long in the lateral direction. In this case, the auxiliary sensor is 12 is arranged to be long from side to side and to intersect the vehicle body center line C so that its longitudinal intermediate region coincides with the vehicle body center line C. The front end center 63 the front part of the cross member 40 is provided in the rearward direction or to the rear with a recess formed by a single step, so that the auxiliary sensor 12 on its right and left sides through the respective front half parts of the stirrups 60 is covered.

Because the main sensors 11 and the auxiliary sensor 12 are provided in this way, the same effect can be achieved as those in the earlier described embodiment. In addition, the sensors can be easily and protectively attached, while their peripheral members are effectively used for attachment.

It should be understood that the present invention should not be limited to the embodiments described above and that it may be variously changed or modified within the spirit and scope of the invention. For example, a large disturbance may occur according to which the main sensor 11 a collision is detected when the front wheel 2 drives over a bump or unevenness. Even in such a case, when the auxiliary sensor 12 is attached at a position where its sensitivity is slightly lower than that of the main sensors 11 , a collision or the presence of a collision as long as not decided, unless the auxiliary sensor 12 the fault is detected, though the main sensors 11 detect the interference that occurs when the front wheel is riding over a bump or bump. The present invention can be applied to various types of motorcycles in addition to scooter type motorcycles. The type of front fork or front fork may be an inverted type.

Further For example, the impact detection sensor according to the present invention not only for the decision of an airbag expansion be used, but also for example for the decision the operation an airbag jacket (a driver-worn airbag) or other corresponding devices.

1

front Fork or front fork

2

front

3

axis

8th

air bag

10

Operation controller

11

main sensor

12

auxiliary sensor

40

cross member or part

50

support plate

Claims (6)

Impact sensor sensor mounting arrangement for a motorcycle, which carries a front wheel between a pair of left and right front forks by means of an axis, characterized in that the respective impact detection sensors ( 11 . 12 ) on the left and right front forks ( 1 ) are arranged. Impact sensor sensor mounting arrangement for a motorcycle according to claim 1, characterized in that the impact detection sensors ( 11 . 12 ) Main sensors ( 11 ), which mainly determine a collision, and auxiliary sensors ( 12 ), which are the main sensors ( 11 ) support that the respective main sensors ( 11 ) on the left and right front forks ( 1 ) are arranged on the respective front end sides and that the respective auxiliary sensors ( 12 ) on the left and right front forks ( 1 ) in each case at locations above the main sensors ( 11 ) are arranged. Impact sensor sensor mounting arrangement for a motorcycle according to claim 1, characterized in that the impact detection sensors ( 11 . 12 ) Main sensors ( 11 ), which mainly detect a collision, and an auxiliary sensor ( 12 ) containing the main sensors ( 11 ) supports that the respective main sensors ( 11 ) on the left and right front forks ( 1 ) are respectively arranged on the front end sides and that the auxiliary sensor ( 12 ) on a cross member ( 40 ), which the left and right front forks ( 1 ) at a location above the front wheel ( 2 ) connects. Impact sensor sensor mounting arrangement for a motorcycle according to claim 3, characterized in that the auxiliary sensor ( 12 ) is positioned in the middle of a vehicle body. Impact sensor sensor mounting arrangement for a motorcycle according to claim 1, characterized in that the front left and right forks ( 1 ) mounted impact detection sensors ( 11 . 12 ) are arranged symmetrically with respect to the center of a vehicle body. Impact sensor sensor mounting arrangement for a motorcycle according to one of claims 1 to 5, characterized in that the impact detection sensors ( 11 . 12 ) above the axis ( 3 ) of the front wheel ( 2 ) are arranged.